Service Training
Self-Study Programme 525
The Jetta Hybrid
s525_002
The Jetta Hybrid is the 2nd hybrid vehicle to be introduced at Volkswagen and follows the Touareg Hybrid in series production. This Self-Study Programme describes the changes.
An electric hybrid drive is a combination of combustion engine and three-phase current drive.
This means that in the Jetta Hybrid, a TSI engine with 110 kW of power operates in parallel with a three-phase current drive with 20 kW of power. The lithium-ion battery technology used in the Jetta Hybrid, as well as the 7-speed dual clutch gearbox installed with the hybrid drive, are all of the latest generation.
Separate Self-Study Programmes are available on the following current topics: • Self-Study Programme 390 – “The 7-speed Double-clutch Gearbox 0AM” • Self-Study Programme 492 – “The Jetta 2011 EU”
• Self-Study Programme 499 – “Basics of Electric Drives in Automobiles” • Self-Study Programme 511 – “The new EA211 Petrol Engine Family”
The self-study programme describes the design and function of new developments.
The contents will not be updated.
For current testing, adjustment and repair instructions, refer to the relevant service
literature. Important
Contents
In Brief . . . 4
Body . . . 8
Power units . . . 10
Power transmission . . . 13
Running gear . . . 20
High-voltage system . . . 22
Electrical system . . . 40
Infotainment . . . 44
Heating and air conditioning . . . 48
Service . . . 53
Combustion engine 1.4 l 110 kW TSI turbocharged engine
Combustion engine output 110 kW
Gearbox 7-speed DSG® dual-clutch gearbox
Three-phase current drive Permanently excited synchronous motor
Three-phase current drive output 15 kW in normal operation and 20 kW in electric driving mode
Maximum total output during boost 125 kW
Maximum total torque during boost 250 Nm
Battery technology Lithium-ion battery
High-voltage battery voltage 222 volt
High-voltage battery energy content 1.1 kWh
Top speed 210 km/h (130 mph), speed-limited
Acceleration from 0 to 100 km/h 8.6 s
Additional weight due to the hybrid components Approx. 103 kg
In Brief
The production of the Jetta Hybrid
The Jetta Hybrid is produced in Mexico at the Puebla plant.
Volkswagen de Mexico
Number of employees: approx. 15,290 Models: Jetta (the version sold in the
North American market and Europe), Jetta Hybrid, Golf Estate, Beetle, Beetle Cabriolet
Plant founded: 1964, 100% Volkswagen AG
s525_004
The data refers to the basic model with a 90% tank volume. s525_005 2651 mm 4644 mm 1104 mm 889 mm s525_006 1535 mm 1778 mm 14 82 mm s525_007 1538 mm 2020 mm Kerb weight 1505 kg
Gross vehicle weight 2020 kg
Roof load 75 kg
Tank capacity approx. 45 l
Drag coefficient 0.28
Luggage compartment volume 374 l
Dimensions
In Brief
Distinguishing features
Dash panel with hybrid logo
Radio and radio navigation systems with displays specific to the hybrid model
Hybrid logo in engine compartment
Hybrid logo on the front area
s525_008
Button for extended electric drive
High-voltage battery in luggage compartment Hybrid logo at the rear
s525_040
Body
Body structure
Body components of the Jetta 2011 Reinforcements for NAR in the Jetta 2011 Additional modifications for the Jetta Hybrid
The structure of the body for the Jetta Hybrid is essentially based on the body structure of the Jetta 2011, with reinforcements for NAR*.
The body structure has been modified and optimised for the Jetta Hybrid. This was achieved by using the following measures:
• Use of ultra high-strength and hot-formed steels • Additional reinforcements for the high-voltage battery
Measures to improve the aerodynamics were carried out in order to reduce fuel consumption. This allowed the drag coefficient for the Jetta Hybrid to be improved even further. The drag coefficient is 0.28.
This was achieved by using the following measures:
Aerodynamics
s525_061 Rear diffuser on the bumper Bumper cover flow-optimised technology Front cover flow-optimised technology Cooling air inletmodified
Underbody
flow optimised with the aid of additional trims and end plates
Sills fitted Stall strip
Engine code CRJA (EU6)
Design 4-cylinder inline engine
Displacement 1395 cm3
Bore 74.5 mm
Stroke 80 mm
Valves per cylinder 4 Compression ratio 10.0:1
Max. output 110 kW at 5000 - 6000 rpm
Max. torque 250 Nm at 1600 - 3500 rpm
Engine management Bosch MED 17.01.21
Fuel Super unleaded with RON 95
Exhaust gas aftertreat-ment
Three-way catalytic converter One broadband Lambda probe before the catalytic converter and one step-type Lambda probe after. Emissions standard EU6
s525_029 280 260 240 220 60 40 20 0 1000 3000 80 100 120 140 160 S525_030 Speed (rpm) Po w e r ( kW ) To rq u e (N m) 5000 180 160 140 120 200
Power units
The 1.4 l 110 kW TSI engine
The 1.4 l 110 kW TSI engine for the Jetta Hybrid is based on the 1.4 l 103 kW TSI engine from the new EA211 engine family. For use in the Jetta Hybrid, modifications were made to facilitate integration of the three-phase current drive VX54.
Technical features
• Cylinder block and sealing flange (on gearbox side) with coolant ducts for cooling the electric drive motor V141 as well as hydraulic fluid for activating the disengagement clutch K0.
• Crankshaft with splines for linking the electric drive motor V141 to the engine
• Coolant pump for high-temperature circuit V467 for needs-based cooling of the electric drive motor.
• Cylinder block with one duct for the secondary air injection (required in the NAR version)
• Due to emissions requirements, the materials used for the pipes in the crankcase breather and the fuel and activated charcoal filter system (required
for the NAR versions) have been changed. You can find further information on this engine in Self-Study Programme no. 511 “The New EA211 Petrol Engine Family”.
Cylinder block with sealing flange (on gearbox side)
The aluminium cylinder block used has been takenfrom the 1.4 l 103 kW TSI engine, with only a few changes being made.
It is distinguished by:
• two coolant ducts for cooling the electric drive motor V141
• one duct for hydraulic fluid for activating the disengagement clutch K0
• one cast duct for secondary air injection (in the European version there is a plug at the inlet point for secondary air)
The ducts for the coolant and the hydraulic fluid are also guided through the sealing flange (on gearbox side). When the sealing flange is replaced, the respective seals must also be replaced.
Modifications to the engine mechanics
s525_042
Duct for secondary air injection
Inlet point for secondary air Sealing flange (on gearbox side) Hydraulic fluid supply gallery Coolant supply gallery Coolant return gallery
Crankshaft
The crankshaft is also very similar to the basic engine. With a five-point bearing, it has four counterweights and a main bearing and conrod bearing diameter of 48 mm. To reduce its weight even further, the conrod journals have been hollow-bored.
They are distinguished by:
• a crankshaft with splines for linking the electric drive motor V141 to the engine
• sealing screws for sealing the cylinder block from engine oil, as a flywheel has not been bolted to the crankshaft
Picture 041, Crankshaft
s525_041 Conrod bearing Hollow-bored conrod journals Crankshaft splines Main bearing Sealing screwPower units
Cooling system
Water radiator for charge air cooling circuit
Power and control electronics for electric drive JX1
S525_111
Coolant pump for high-temperature circuit V467 Electric drive motor V141
Coolant pump for low-temperature circuit V468
The basic design of the cooling system is identical to the one used in the 1.4 l 103 kW TSI engine. It is a dual circuit cooling system and consists of the engine cooling system and the charge air cooling system.
The hybrid drive made the following modifications necessary:
• The electric drive motor and the coolant pump for the high-temperature circuit are integrated into the engine cooling system. The pump is activated by the engine map.
• The power and control electronics for electric drive are integrated into the charge air cooling system. It is supplied by the coolant pump for the low-temperature circuit.
Power transmission
The 7-speed dual-clutch gearbox
s525_020
0AM
s525_021
0CG
Conventional Jetta Jetta Hybrid
Description 0AM 0CG
Weight 70 kg 73 kg
The dual clutch gearbox 0AM forms the basis for the dual clutch gearbox 0CG.
To make designing a functioning hybrid module possible (see page 25), the following changes were made: • Clutch housing extended by 83 mm
• Brackets for the drive shaft extended by 83 mm
• Additional valve block with integrated clutch master cylinder and pressure regulator for disengagement clutch N511
• Additional hydraulic lines for the clutch master and clutch slave cylinders • Additional clutch slave cylinder (on crankcase)
Clutch plate from the disengagement clutch K0 Oil gallery
The oil enters the clutch slave cylinder via an oil passage
Pressure plate from the disengagement clutch K0
Screw joint for the hydraulic pipe on the engine block
Clutch slave cylinder
s525_077
Diagram showing the principles of the
hydraulic system
Power transmission
The hydraulic system for the disengagement clutch K0
No pressure – supply line
Pressure from the mechatronic unit hydraulic pump No pressure – return line
The diagram showing the principles provides a simplified overview of the system components of the hydraulic system for the disengagement clutch K0 – the colours allow the function of the pressure ranges in the system to be easily distinguished.
The descriptions of the function of the disengagement clutch K0 on the following pages are also based on the diagram showing the principles.
S525_031
Hydraulic pipe
connects the clutch master cylinder to the cylinder block Clutch slave cylinder
Run-on tank
Pressure regulator
for disengagement clutch (K0) N511
Valve block
Mechatronic unit
Oil pump (gear pump) in the mechatronic unit
Power transmission
Hydraulic plan when the disengagement clutch K0 is closed
s525_033
Run-on tank Clutch slave cylinder
Disengagement clutch K0
Pressure regulator for disengagement clutch N511 Clutch slave cylinder
Mechatronic unit Gear pump
Valve block Filling chamber
No pressure – supply line Pressure from the mechatronic unit hydraulic pump
No pressure – return line
Function
The spring force of the diaphragm spring keeps the disengagement clutch K0 closed. The hydraulic system is not under pressure and the clutch master and clutch slave cylinder are both in the idle position. Oil flowing back from the filling chamber flows through the pressure regulator for disengagement clutch N511 into the run-on tank. The oil settles here before it flows back to the mechatronic unit.
The gear pump in the mechatronic unit generates the pressure for the gear and clutch hydraulics according to requirements. If the pressure regulator for
disengagement clutch N511 is in the idle position, the oil pressure cannot be applied to the clutch master
cylinder and the disengagement clutch K0 remains closed.
Furthermore, the run-on tank in the valve block ensures the level in the hydraulic system between the clutch master and clutch slave cylinders remains in equilibrium. Unwanted air in the hydraulic system, e.g. due to repairs, is returned to the mechatronic unit via the run-on tank.
The closed disengagement clutch K0 ensures a force-fit connection between the combustion engine and the electric drive motor V141.
Function
If the pressure regulator for disengagement clutch N511 is activated by the engine control unit J623, the oil enters the filling chamber of the clutch master cylinder. The oil pressure acts against the force of the dished springs and presses the piston up to the stroke limiter. The oil from the working chamber flows into the clutch slave cylinder. The clutch release bearing and the dished springs disconnect the pressure plate from the clutch plate. The transmission of energy from the combustion engine to the gearbox is stopped.
Hydraulic plan when the disengagement clutch K0 is opened
s525_034 Stroke limiter Dished spring Clutch plate Pressure plate Working chamber
Clutch release bearing
No pressure – supply line Pressure from the mechatronic unit hydraulic pump
No pressure – return line
Please note:
The stroke limiter allows a precisely defined volume of oil to be pressed into the clutch slave cylinder. The disengagement path of the clutch slave cylinder is therefore specified.
The opened disengagement clutch K0 disconnects the combustion engine from the electric drive motor V141.
s525_025 Torque Combustion engine Dual-mass flywheel Gearbox input torque s525_026 Gearbox input torque Torque
Electric drive motor
V141 Rotor
Power transmission
Disengagement clutch K0 operating modes
Combustion engine and electric boost
Coupling closed
When the electric drive motor V141 supports the combustion engine, the engine torque from the electric drive motor V141 is transferred to the dual-mass flywheel via the rotor.
Combustion engine Electric drive motor V141 Gearbox input
Combustion engine
Coupling closed
When the combustion engine is powering the vehicle, the engine torque from the combustion engine is transferred to the dual-mass flywheel via the clutch plate.
s525_028
Drive torque from the gearbox Rotor Air gap s525_027 Gearbox input torque Torque
Electric drive motor V141 Air gap
Electric driving
Clutch open
During electric driving, the engine torque from the electric drive motor V141 is transferred to the dual-mass flywheel. When doing so, the clutch pressure plate is not connected to the pressure plate.
Energy recovery
Clutch open
During recuperation, the drive torque from the gearbox is transferred to the dual-mass flywheel.
Running gear
Running gear
The running gear in the Jetta Hybrid is the same design as the running gear of the the Jetta 2011 EU. The suspension and the shock absorbers have been modified for the additional weight of the hybrid components. The Jetta Hybrid is also equipped with a four-link rear axle suspension.
• Electronic stability programme based on the MK60 system made by Continental Teves
• Brake servo with dual-rate characteristic curve
• Modern McPherson strut front suspension
s525_032
• Tyre Pressure Loss Indicator (optional)
• Four-link rear axle suspension
• Floor-mounted accelerator pedal with contact-free senders for the accelerator pedal position
High-voltage system
The high-voltage system
s525_009
By using the three-phase current drive as a source of power, as an alternator and as a starter, the 12-volt starter and the alternator, as well as the poly V-belt, have been dispensed with. Furthermore:
• the coolant pump for high-temperature circuit V467 (12 volts) • the electromechanical power steering motor V187 (12 volts) • the brake servo vacuum pump V469 (12 volts)
are all driven electrically. To guarantee that climate control can run independently of the combustion engine, the electric air conditioner compressor V470 has been added.
Overview
The hybrid concept developed at Volkswagen for the Jetta is based on the parallel hybrid drive. For the
mechanical drive system, the three-phase current drive and combustion engine combine to form a joint drive train. Both drive types are mounted onto a shaft.
S525_080
Warning of a danger area as per
DIN 4844-2 (BGV A8) Warning against touching live parts
Information notice:
Observe instruction manual as per DIN 4844-2 (BGV A8)
Warning of dangerous electrical voltage as per DIN 4844-2 (BGV A8)
S525_079
Instruction markers:
Observe instruction manual as per DIN 4844-2 (BGV A8)
Warning against touching live parts Warning of dangerous electrical
voltage as per DIN 4844-2 (BGV A8)
Warning signs
Please note that work on the hybrid vehicle performed near high-voltage components or on the components themselves may only be carried out by qualified and therefore authorised Volkswagen high-voltage technicians. Improper handling of high-voltage systems involves a risk of fatal injury due to electric shock.
Also observe the instructions in the workshop manual and in the diagnostic tester.
Warning on all high-voltage components Warning on the front lock carrier
S525_082 1 2 3 4 5 1 High voltages can result in severe injury or even
death. Never touch battery terminals with fingers, tools, jewellery or other objects made of metal. 2 The high-voltage battery contains hazardous fluid
and sold substances. In the event of outgassing, severe chemical burns and blindness could result. When working on the high-voltage battery, suitable eye protection and protective clothing must be worn to prevent skin and eye contact with battery acid. If skin or eye contact with battery acid occurs, the areas affected must be rinsed for at least 15 minutes using clean fresh water, and a doctor should be consulted immediately.
3 The voltage battery is flammable. The high-voltage battery must never be exposed to fire, sparks or naked flames. The high-voltage battery must always be handled with caution to prevent any damage or acid discharge.
4 Always keep the high-voltage battery away from children.
5 More detailed information and warnings can be found in the owner's manual and in the workshop manual.
S525_081
Notice about separation point for rescue services
Information notice: Observe rescue card Warning of a danger area
High-voltage system
Warning at the front left in engine compartment
S525_012
Hybrid module
Dual clutch gearbox Combustion engine 1.4 l 110 kW TSI
Electric drive motor V141
Disengagement clutch K0
Dual-mass flywheel
The three-phase current drive VX54 (hybrid module)
The three-phase current drive VX54 consists of the electric drive motor V141, the disengagement clutch K0 and the dual-mass flywheel; it is referred to as the hybrid module in the following text. The water-cooled hybrid module produces high torque while maintaining optimal use of the available installation space. The hybrid module is located between the combustion engine and the gearbox. The interface between the dual-mass flywheel and the dual clutch gearbox is identical to that of the standard gearbox.
The hybrid module is used as: • Starter for the combustion engine
• Generator for charging the high-voltage battery and the 12-volt battery • Electric drive motor
The Jetta Hybrid can be driven in electric mode at speeds up to approx. 125 km/h over flat terrain. The maximum speed and fuel range depend on a variety of factors:
• Driving resistances (drag, rolling resistance, friction coefficient and incline angle) • Charge status of the high-voltage battery
• Load requirements
s525_013 High-voltage connection Rotor Stator
High-voltage connection
The three-phase connections are routed to the solenoids in such a way that three respective adjacent coils with differing phases are connected.
Stator
The stator is comprised of of 24 coils which are supplied with voltage via the three-phase lines. The stator is bolted to the sealing flange on the engine side. The drive motor temperature sender G712 is also found in the stator. The inside cooling jacket is connected in parallel to the cylinder head of the combustion engine.
Rotor
The rotor contains the 32 permanent magnets and the clutch slave cylinder for controlling the disengagement clutch. The rotor and the flywheel are bolted to each other.
High-voltage system
Electric drive motor V141 (electric motor)
The electric drive motor V141 is integrated into the hybrid module. The electric drive motor is referred to as the electric motor in the following. The electric motor converts the three-phase voltage into drive power. It can be operated alone as an electric drive motor or together with the combustion engine. It also starts the combustion engine. If the electric motor is not being used as the drive motor or the starter, then it functions as a generator for the high-voltage battery and the 12-volt onboard supply.
Output 20 kW
Torque 150 Nm
Generator output 18 kW
Efficiency up to 93%
The water-cooled power and control electronics for electric drive JX1 is installed in the front left of the engine compartment. It is integrated into the low-temperature cooling circuit and has a control unit of its own. It is responsible for charging the high-voltage and 12-volt batteries, as well as for controlling the electric drive motor. It converts DC current into AC current for electric driving. The conversion is reversed for charging the battery.
The power and control electronics for electric drive JX1
s525_016
Power and control electronics for electric drive JX1
To make it easier to understand, the power and control electronics for electric drive JX1 is shortened to “power electronics” in the following.
The power electronics regulate the electric drive motor by generating AC current, setting the frequency and the current rating. This allows speed and torque to be generated according to the load requirements.
The power electronics consist of the following components: • Electric drive control unit J841
• Intermediate circuit capacitor 1 C25 • Voltage converter A19
• DC/AC converter for drive motor A37
• Cooling system integrated into the housing with connection pieces for the low-temperature cooling circuit • Fuse for the air conditioner compressor
More detailed information on the pilot line can be found in Self-Study Programme no. 499 “Basics of Electric Drives in Automobiles”.
High-voltage system
Connections
The power electronics have the following connections: • For the lines to the high-voltage battery
• For the lines to the electric drive motor • For the line to the air conditioner compressor • For the charging cable to the 12-volt battery • For the 12-volt onboard supply connector • For the connection to the vehicle coolant circuit
The power electronics feature protection rating IP 6K9K
(IP = Internal Protection,
6K = dust-tight, complete protection against contact,
9K = Protection from water under high pressure/steam spray cleaning, specific to road vehicles).
s525_017
2 connections for high-voltage battery
1 connection for air conditioner compressor
3 connections for electric drive motor
12-volt onboard supply connector
Charging cable for 12-volt battery
Connecting pieces for coolant
s525_018 Cover Power electronics Pilot line connector Housing Power electronics
Before the power electronics are opened, they must be certified as having had the voltage disconnected. The pilot line is disconnected every time the power electronics are opened. A pilot line connector is installed in the cover of the power electronics for this purpose.
The high-voltage battery A38 (hybrid battery)
Technical data
s525_019
High-voltage battery A38
Protective frame
The Jetta Hybrid features Volkswagen's first use of a battery using lithium-ion technology as the electrochemical energy storage medium. Compared to a nickel-metal hydride battery, this technology allows a greater energy density. The high-voltage battery stores electrical energy and supplies it when electric driving requires it.
High-voltage battery installation position
The high-voltage battery is installed in the luggage compartment behind the rear seat bench on the luggage compartment floor. The protective frame is used to ensure the high-voltage battery has a stable position in the vehicle.
Nominal voltage 222 volts
Energy content 1.1 kW/h
60 cells á 3.7 volts and 5 Ah
4 modules with 15 cells each
High-voltage system
Lithium-ion cells
Four battery modules in total with 15 cells each connected in parallel Battery regulation control unit J840
Monitoring of charge and discharge function Needs-based cooling of the high-voltage battery Monitoring of the insulation resistance monitoring Monitoring of the pilot line Monitoring of the cells High-voltage contactor control
Battery fan 1 V457
Maintenance connector for high-voltage system TW With an integrated 125 A fuse
Direction of travel Connection for the bleeder for corrosive gas
Potential equalisation line
The high-voltage battery A38 features the protection rating IP 5K3
(IP = Internal Protection,
5K = protected against a damaging quantity of dust, complete protection against contact
3 = protection against water falling as a spray at any angle up to 60° from the vertical).
Main components – overview
The overview shows you the main components of the high-voltage battery A38 and their physical layout within the battery.
High-voltage connections
Switching unit for high-voltage battery SX6
Comprised of the high-voltage fuses and the holder for the maintenance connector Low-voltage connections
Stabilising protective frame Air ducts for battery cooling Bleeder for corrosive gas
For a controlled discharge of gases in an emergency
S525_110
Lithium-ion cells
Battery module with lithium-ion cells
s525_010 Battery module 2 Battery module 4 Switching unit SX6 J840 Battery module 3
Maintenance connector for high-voltage system TW
Circuit diagram
High-voltage contactor
Switching unit for high-voltage battery SX6 Pre-charging contactor High-voltage contactor Battery module 1 Battery module 1 Battery module 2 Battery module 3 Battery module 4 J840 TW
High-voltage system
Switching unit for high-voltage battery SX6
The high-voltage contactors and the pre-charging contactor for the high-voltage battery are found in the switching unit for high-voltage battery SX6. The high-voltage contactors are used to create a controlled connection between the high-voltage battery and the high-voltage components. A pre-charging contactor, a contactor for “positive” and a contactor for “negative” are installed for this purpose. The pre-charging contactor has an integrated resistance of 10 ohm and is connected before the “positive” high-voltage contactor. It is used to charge the intermediate circuit capacitor 1 C25 in the power electronics. The “positive” high-voltage contactor is then connected.
The battery regulation control unit J840 closes the high-voltage contactor as soon as terminal 15 is switched on. The high-voltage contacts are opened by the battery regulation control unit J840 when:
• terminal 15 switches off • the pilot line is disconnected
• a crash signal is sent from airbag control unit J234
s525_037
Intake from the vehicle interior
Battery fan 1 V457
Forced ventilation
Battery regulation control unit J840
How it works
If the battery regulation control unit J840 registers an excessive battery temperature, it activates battery fan 1 V457. The air is sucked in via the intake duct located beneath the centre rear seat, and is routed to the high-voltage battery. The fan then routes the heated air behind the right-hand side trim of the luggage compartment. The air can escape from here by means of the forced ventilation in the side panel. The air in the vehicle interior is adjusted to the right temperature, dried and filtered, making it optimally suited for cooling the high-voltage battery.
The battery cooling system
Task
To keep the heat emissions under control when the voltage battery is charging and discharging, the high-voltage battery features an air cooling system of its own.
If the heat cannot be sufficiently discharged into the surroundings, then the output of the high-voltage battery is restricted at temperatures of 55 °C or above.
Design
This core element of the cooling system is an electric fan controlled by the battery regulation control unit J840. The fan is part of the high-voltage battery module and utilises air from the vehicle interior to cool the high-voltage battery. It is powered by the 12-volt onboard supply voltage. In the service literature, the fan is referred to as battery fan 1 V457.
High-voltage system
The high-voltage connections
The Jetta Hybrid features high-voltage connections which are screwed onto the high-voltage battery, the power electronics and the electric drive motor.
S525_046
Gasket
High-voltage screw contact
Mechanically coded screw connection
Pre-tensioning spring
The high-voltage connection for the air conditioner compressor is a connector with a pilot line, high-voltage “positive” and high-voltage “negative”.
The connector has a dual disconnection system: 1. Pilot line disconnection
2. High-voltage contact disconnection
s525_047
Release
Pilot line contacts
The high-voltage cable for the battery, power electronics and the electric drive motor features double insulation and a single-pole design.
s525_048
1. Insulation 2. Insulation Cable
Electromagnetic compatibility shield
The high-voltage cable for the air conditioner compressor features single insulation and a two-phase design. For safety reasons, the pilot line has been integrated into the cable.
Reason:
If the cable is broken in the event of minor front damage without triggering the airbag, the pilot line is also disconnected and the high-voltage system is shut off.
s525_049
High-voltage “positive”
High-voltage “negative” Electromagnetic compatibility shield
Insulation
s525_039
Engine control unit J623
High-voltage system
High voltage system control
The engine control unit is connected to the high-voltage battery and the power electronics by the hybrid CAN bus. The state of the high-voltage components is sent to the engine control unit, which controls the electrical ready-to-drive mode. All other information which is required for electric driving or charging the high-voltage battery, such as the load requirements, air conditioning requirements, temperature, etc. are exchanged via the hybrid CAN bus and the powertrain CAN bus.
The operating strategy for the electric drive motor and combustion engine functions is integrated into the engine control unit J623. The operating strategy automatically selects the optimal operating state for the drive train and thereby avoids operating ranges of the combustion engine with a low level of efficiency. Where only a low torque or power output is required, the engine is switched off.
Electric driving function
Button for electric drive E656
When the button is activated, the operating strategy for hybrid drive is no longer set for achieving optimum overall efficiency, but is instead set to maximum within the power limits of the electrical system. This allows – while slightly increasing fuel consumption – a substantially enhanced electric driving experience.
s525_045
Button for electric drive E656
Electric driving can be activated at speeds of up to 70 km/h. The framework conditions, such as the charge state of the high-voltage battery, the air conditioning requirements or the temperature of the high-voltage components, must be satisfied. In the event of excessive acceleration or if the charge level of the battery falls below the minimum threshold, electric driving is stopped. Once the parameters are correct again, electric driving is automatically reactivated without the driver needing to press the button again.
If the high-voltage battery or the electric drive motor gets too hot, e.g. due to constant use of electric driving, the electric driving is deactivated.
For operating and displaying electric driving mode, the Jetta Hybrid features: • A display in the radio and navigation unit
• A display in dash panel insert • The button for electric drive E656
High-voltage system
Sensors
The drive motor temperature sender G712 is installed between two solenoids to provide better signal detection. It is an NTC sensor and sends the temperature to the power electronics. The signal is required in order to prevent the electric drive motor from overheating. If the cooling output using the high-temperature circuit is not sufficient, then the electric drive motor is first restricted by the power electronics and no longer activated at temperatures exceeding 180 °C.
Effect upon failure
If the sensor fails, the hybrid system indicator lamp lights up in the dash panel insert. The vehicle can still
be driven, but hybrid mode is severely restricted. s525_014
Drive motor temperature sender G712
The drive motor rotor position sender 1 G713 is installed in the clutch housing of the gearbox. It has the task of determining the current position of the rotor in relation to the stator. This information is required to operate the electric drive motor at the highest possible level of efficiency.
The sender determines the rotor position and identi-fies the engine speed, direction of rotation and the phase shift. The information is transmitted as sine/ cosine signals to the power electronics in order to activate the electric drive motor coils at the correct point in time.
s525_015
Drive motor rotor position sender 1 G713
Drive motor temperature sender G712
S525_112
Sine 5 volts + earth Cosine
1. Sine coil 2. Cosine coil
1. Cosine coil 2. Sine coil
Copper trace Converter and evaluation electronics Converter and evaluation electronics Rotor
Drive motor rotor position sender 1 G713 Sine Cosine DSO display
Design
The sender is an inductive sender with enhanced evaluation electronics. It has two signal outputs (sine and cosine) and two supply lines (“positive” and earth). 5 volts of DC voltage are applied by the power electronics and converted internally into high-frequency DC voltage. This high-frequency DC voltage supplies the four integrated coils, with two coils for sine and two coils for cosine. The coils are influenced by the copper trace on the rotor.
Function
The copper trace on the rotor is equivalent to an electrical consumer. A wide copper trace is equivalent to a large consumer and a narrow copper trace in equivalent to a small consumer. When the rotor turns, the width of the copper trace which is guided past the sender for the rotor position changes, and therefore the timing ratio of voltage and current in the coils. This change is measured in the evaluation electronics of the sensor, processed and transmitted to the power electronics. From the ratios of the individual coil signals to each other, the sender and the power electronics identify the component tolerances and the direction in which the electric drive motor is rotating. The functional principle of all 4 coils is identical.
Effect upon failure
If the sender fails, the hybrid system indicator lamp lights up in the dash panel insert. The vehicle remains ready for driving, however the electric drive motor is no longer activated.
Electrical system
Networking
New components have been integrated into the electrical network of the Jetta Hybrid for networking the control units, and some of the existing ones have been modified. This is necessary in order to integrate the new Hybrid components into the network. The new components are:
• The three-phase current drive VX54 • The disengagement clutch K0
• A hybrid-specific mechatronic unit for dual clutch gearbox J743
• The power and control electronics for electric drive JX1
• The electrical air conditioner compressor V470 • The battery regulation control unit J840
These new components in the control unit network are participants in the new hybrid CAN bus, which makes direct communication between the mechatronic unit for dual clutch gearbox J743, the power and control electronics for electric drive JX1, and the battery regulation control unit J840 possible.
Furthermore, a number of control units belonging to the basic equipment of the vehicle have been modified to meet hybrid-specific requirements.
Modified control units in the drive area:
• The engine control unit J623, which is the master for the hybrid electrical system and
• control unit in the dash panel insert J285 with the power meter and the electric power meter
Modified control units in the running gear area: • The ABS control unit J104 and
• the power steering control unit J500
Further adjustments were made in the: • Climatronic control unit J255
• Entry and start authorisation control unit J518
• Airbag control unit J234
• Battery monitor control unit J367
A37 DC/AC converter for drive motor G273 Interior monitoring sensor G384 Vehicle inclination sender G397 Rain and light sensor
H12 Alarm horn
J104 ABS control unit J234 Airbag control unit J255 Climatronic control unit J285 Control unit in dash panel insert J362 Immobiliser control unit J367 Battery monitor control unit J500 Power steering control unit
J503 Control unit with display for radio and navigation J518 Entry and start authorisation control unit
J519 Onboard supply control unit J533 Data bus diagnostic interface J623 Engine control unit
J743 Mechatronic unit for dual clutch gearbox J840 Battery regulation control unit
J842 Control unit for air conditioning compressor JX1 Power and control electronics for electric drive
R Radio
U31 Diagnostic connection
s525_062 Hy br id C A N b u s
Powertrain CAN bus Hybrid CAN bus CAN diagnostic data bus Convenience CAN data bus Infotainment CAN bus
CAN instrument cluster data bus LIN data bus
CAN data bus line LIN data bus line
V470 - electrical air conditioner compressor
R - radio
J104 - ABS control unit
J500 - power steering control unit
J255 - Climatronic control unit Disengagement clutch K0
JX1 - power and control electronics for electric drive
J533 - data bus diagnostics interface
J234 - airbag control unit VX54 - three-phase current drive
J743 - mechatronic unit for dual clutch gearbox
J285 - control unit in dash panel insert J518 - entry and start authorisation control unit J623 - engine control unit
Electrical system
s525_073
12-volt battery
J367 - battery monitor control unit
J840 - battery regulation control unit
Basic vehicle components
Components modified for the hybrid Hybrid components
s525_069 NO 14:02 D5 Error: Hybrid system. Workshop! s525_063 NO 14:02 D5 Electric motor
If the yellow warning lamp lights up, the driver should take the vehicle to the nearest specialist workshop immediately. s525_070 NO 14:02 D5 Error: Hybrid system. Park vehicle!
If the red warning lamp lights up, the driver must stop the vehicle as soon as possible in a safe spot and contact a specialist workshop.
Infotainment
Dash panel insert
The Jetta Hybrid is being offered with two dash panel inserts. The basic equipment version features a two-tone centre display and there is also an optional multi-colour centre display. Both variants are equipped with a multifunction display.
Warning lamps in the dash panel insert
s525_064
Range in which the combustion engine kicks in
Combustion engine 100%
Electric/combustion engine parallel operation
Coolant temperature display Not ready to drive
(sleep mode) Recuperation range
(energy recovery) Ready-to-drive/ready Economic driving
Electric power meter
The electric power meter shows the power available from the electric drive motor. The electric power meter allows the driver to depress the accelerator pedal only so far that the output of 20 kW is not exceeded. This allows the driver to prevent an unwanted start of the combustion engine.
S525_083
NO 14:02 D5
Electric motor
Electric power meter
The power meter shows the power requested by the driver. If the indicator remains in the Eco range, then the vehicle is being moved efficiently and it is possible to drive electrically.
Infotainment
The radio and radio navigation systems
The Jetta Hybrid is being offered with two different audio systems. • Radio system RCD 510 with colour display – standard equipment • Radio navigation system RNS 315 – optional
RCD 510 radio system
The RCD 510 features a new key assignment.
The TP button has been replaced by the CAR menu button for the hybrid-specific displays.
The sound system of the RCD 510 features 8 loudspeakers, digital radio reception DAB+, and also the multi-media socket “AUX-IN”. The innovative diversity aerial rounds off the aerial concept. Furthermore, the RDC 510 features a TFT touchscreen with the hybrid-specific energy flow display, an mp3 playback function and an internal 6-disc CD changer.
s525_065
The radio navigation system RNS 315 has been modified to meet hybrid-specific requirements.
Instead of a traffic button, it has the CAR button. The traffic information is now shown in the navigation menu.
s525_066
Hybrid-specific displays
s525_067
Hybrid Zero Emission Driv. data
s525_068
Electric motor
Power flow
Hybrid Driv. data
S525_113
Charge
Power flow
Hybrid Driv. data
S525_114
Engine
Power flow
Hybrid Driv. data
Driving with the combustion engine and charging the high-voltage battery
S525_115
Engine
Power flow
Hybrid Driv. data
“Boost” driving with the combustion engine and electric drive motor
S525_116
Boost
Power flow
Hybrid Driv. data
The Car menu features two soft keys in the display, with the Hybrid soft key with the Zero Emission display and the energy flow display on the left side, and the soft key for driving data with the data from the multi-function display from start and long-term on the right side.
Hybrid soft key
The Zero Emission display shows the user the percentage of time driven electrically. The display is updated once a minute. The blue area shows the percentage of time spent driving just in electric mode. The remaining black area, up to the 100% mark, shows the percentage of time spent driving conventionally with the combustion engine.
Recuperation Driving with the combustion engine Fully electric driving
The energy flow display can be shown as a diagram in the dash panel insert using the electric power meter (see page 45) and in the radio display. This allows the customer to see the drive unit being used to currently power the vehicle.
Type Scroll compressor
Nominal voltage 222 volts
Rotational speed 800 - 8600 rpm
Power consumption Max. 6.2 kW
Operating temperature –10 to +125 °C
Weight Approx. 6.0 kg
Refrigerant R134a
Refrigerant oil ND8, 100 cm³
Communication LIN bus
S525_054
Electrical air conditioner compressor V470
The air conditioning system in the Jetta Hybrid is a 2-zone Climatronic as standard, which guarantees that the battery ventilation can be controlled. Data measured for the interior temperature and the sunlight penetration are required for this. Regulation of partial air recirculation is still required.
These functions can only be carried out by the fully-automatic Climatronic.
In the event of installation work on the air conditioner compressor, the high-voltage system must be de-energised by a Volkswagen high-voltage technician beforehand.
For work on the refrigerant circuit for the air conditioning system, a certificate of expertise is required.
Heating and air conditioning
The electric air conditioner compressor V470
The Jetta Hybrid features an electric air conditioner compressor. It is bolted onto the combustion engine and connected to the power electronics via a high-voltage line. The air conditioner compressor is supplied with 222 volts DC voltage.
Design and function
The DC voltage is converted into three-phase AC voltage in the control unit for the air conditioning compressor J842. This three-phase AC voltage supplies the electric motor which drives the
compressor. The compressor operation is the same as a spiral or scroll compressor.
The compressor speed regulates the amount of coolant pumped. The coolant also cools the compressor.
s525_055
High-voltage connection
Low-voltage connection
Control unit for air conditioning compressor J842 Electric motor Compressor S525_078 Intake Trapping Discharge Compression
When the process begins, the gaseous coolant is drawn in on the outside of the spiral, and is trapped by the continuing rotation of the spirals. The eccentric movement of the rotating spirals compresses the coolant further and force it into the centre. It is discharged here under high pressure.
Scroll compressor
The compressor consists of a fixed and a rotating spiral which intermesh. The rotating spiral is driven by the electric motor via an eccentric motion, and moves on a circular path. This eccentric movement allows the spirals to form several, increasingly small chambers in which the coolant is compressed.
s525_059 High v o lt age + Hi g h volt a g e –
Heating and air conditioning system
The electric air conditioner compressor V470 is activated by the Climatronic control unit J255 and is sent to the control unit for air conditioning compressor J842 via the LIN bus.
System circuit diagram
Pilot line High-voltage line
Convenience CAN bus line LIN data bus line
Screening
JX1 Power and control electronics for electric drive J255 Climatronic control unit
J842 Control unit for air conditioning compressor P3 High-voltage wire for electrical air conditioner
compressor
V470 Electrical air conditioner compressor
The voltage supply is protected by the air conditioner compressor fuse S355. This fuse is fitted in the power electronics unit and can be replaced.
s525_060
Air conditioner compressor fuse S355 (40 A)
Power and control electronics for electric drive JX1
Activation conditions
• The vehicle is ready to drive (terminal 50 active). • Coolant temperature < 80 °C
• Outside temperature < 10 °C • Heating required > 90%
The load management can affect the power used by the auxiliary air heating. Depending on the load on the 12-volt onboard supply, the heater element operates with different heating outputs:
• Low heating output of 333 watts • Medium heating output of 666 watts • High heating output of 999 watts
The auxiliary air heater element Z35 is installed in the rear air conditioning unit behind the heat exchanger for the water heating. It assists the water heating during a cold start. In electric driving mode, it is responsible for keeping the interior temperature at a constant level and switches on and off automatically.
The request to switch the PTC heating and fresh air system on and off is generated by the Climatronic control unit J255 and is sent to the data bus diagnostic interface via the convenience CAN bus. From here, the request is forwarded to the engine control unit. The engine control unit then activates the PTC heating and fresh air system via a relay. s525_071 Heater element Power supply Onboard supply connection
Heating and air conditioning system
Network plan
s525_072
CAN data bus interface/ LIN data bus
Powertrain CAN bus Hybrid CAN bus Convenience CAN bus
CAN instrument cluster data bus CAN data bus line
Actuator line Sensor line Heating level 1 Heating level 2 Heating level 3
G17 Ambient temperature sensor G62 Coolant temperature sensor J255 Climatronic control unit J285 Control unit in dash panel insert J359 Low heat output relay
J360 High heat output relay J533 Data bus diagnostic interface J623 Engine control unit
Z35 Auxiliary air heater element
Activation of the heating levels of the auxiliary air heating
Low heating output activated via relay J359 heating level 1Medium heating output activated via relay J360 heating level 2/3 High heating output activated via relay J359/J360 heating level 1/2/3
1. Maintenance
There is no additional maintenance work for a high-voltage vehicle. The high-voltage system is low-maintenance. A visual inspection of the cables and components is adequate.
2. Stored and stock vehicles
Stored and stock vehicles require no particular measures for the high-voltage components.
3. Welding work
The high-voltage system does not have to be de-energised during welding work if there is enough space to access the high-voltage components.
4. Drying chamber
The high-voltage components do not have to be removed up to 60 °C and a maximum of 45 minutes.
5. Air-conditioning servicing
No de-energisation is required to extract and fill the coolant.
6. Towing away
The vehicle may only be towed for a maximum of 50 km and at a maximum speed of 50 km/h. S525_084 S525_085 S525_086 S525_087 S525_088 S525_089
Service
Information symbols
Please observe the updates in ELSA (Electronic Service Information System).
Description Tool Usage
VAS 6649 Warning sign
Live voltage warning sign
VAS 6650A
“Switching prohibited” warning sign
This must be affixed to vehicle, while de-energised, in a clearly visible location.
VAS 6786
High-voltage battery warning sign
The warning sign is used to safeguard the working and sto-rage area for the high-voltage battery.
VAS 6558/A
High-voltage measuring module
It is used for the following tasks: • Measurement of de-energised state • Insulation resistance measurement • Potential equalisation measurement • Ohmic continuity test
VAS 6558/9
High-voltage test adapter
The test adapter is required for the following measurements on the de-energised high-voltage system:
• Insulation resistance measurement • Pilot line test
• Electrical test of the air conditioner compressor S525_090 S525_091 s525_074 S525_092 S525_098
Service
Special tools
Description Tool Usage
VAS 6565A
High-voltage diagnostic voltage support device
For charging the high-voltage battery
There are additional adapter cables:
• VAS 6565/1 charging cable Touareg Hybrid
• VAS 6565/2 charging cable Jetta Hybrid
• VAS 6565/3 adapter for VAS 6565
T10506 Closure caps
For connecting the high-voltage connections to the high-voltage battery
T10513 Support
Support for the removed high-voltage battery
T40155 Retaining straps
For removal of the high-voltage battery
VAS 6762/10 End caps
For insulating the high-voltage cables when de-energising
S525_099
S525_093
S525_096
S525_097
Test your knowledge
Which answers are correct?1. What is the correct order of the rules when de-energising?
❒
a) Create de-energised state, check de-energised state, secure against re-activation❒
b) Create de-energised state, check de-energised state, secure against re-activation, cover adjacent energised parts❒
c) Create de-energised state, check de-energised state, secure against re-activation, cover neighbouring energised parts, earth vehicle❒
d) Create de-energised state, secure against re-activation, check de-energised state, earth vehicle, cover neighbouring energised parts2. Which high-voltage safety functions are checked by the battery regulation control unit?
❒
a) Function of the potential equalisation lines, pilot line, insulation resistance monitoring system❒
b) High-voltage protection shut-off, monitoring compliance with IP 67 on the components, battery cooling❒
c) Pilot line, insulation resistance monitoring system, high-voltage protection shut-off❒
d) Battery cooling, high-voltage protection shut-off, electrolyte level in the cells3. Which battery technology is installed in the Jetta Hybrid?
❒
a) Nickel metal hydride❒
b) Nickel cadmium❒
c) Hydrocarbon4. How is the high-voltage battery cooled?
❒
a) By an evaporator of its own❒
b) By coolant G13❒
c) By dry ice.❒
d) By air from the vehicle interior5. How high is the rated voltage of the Jetta Hybrid high-voltage battery?
❒
a) 288 volt❒
b) 324 volt❒
c) 180 volt❒
d) 222 volts6. What role does the DC/DC converter have?
❒
a) Charging the high-voltage battery❒
b) Charging the 12-volt battery❒
c) Converting DC voltage into AC voltageTest your knowledge
7. What does the power meter in the dash panel insert measure?
❒
a) The increase in voltage in the electric drive motor❒
b) The increase in the rated current in the high-voltage battery❒
c) The output of the positive electrodes❒
d) The power required by the user8. Up to which vehicle speed can the electric driving mode be activated?
❒
a) 50 km/h❒
b) 70 km/h❒
c) 90 km/h❒
d) 125 km/h9. How many Hybrid logos are on the vehicle exterior?
❒
a) none❒
b) 2❒
c) 4❒
d) 5 Solution : 1. d) ; 2. c); 3 . d) ; 4 . d) ; 5 . d) ; 6 . b) ; 7 . d) ; 8 . b) ;9 . c)525
© VOLKSWAGEN AG, Wolfsburg
All rights and rights to make technical alterations reserved. 000.2812.82.20 Technical status 07/2013
Volkswagen AG After Sales Qualification Service Training VSQ-2 Brieffach 1995 D-38436 Wolfsburg
